2023 Toyota GR Supra 3.0 Premium MT Review – For Extra Fun, Add Third Pedal (2024)

Fast Facts

In a bit of serendipitous timing, we saw earlier this week that a lot of 2023 Toyota Supra buyers are opting for the manual.

Having tested one earlier this year, I can see why.

It’s not that the Supra isn’t fun to drive when equipped with an automatic. It is. But the manual-transmission version just feels livelier – and the driver feels more engaged.

I especially applaud Toyota’s decision to match the manual to the bigger and more powerful six-cylinder engine. Though it would be nice if the four-cylinder also picked up an available third pedal.

The 3.0-liter turbocharged inline-six makes 382 horsepower and 368 lb-ft of torque, so there’s already plenty of thrust on hand – the stick just helps you harness it better.

It’s a slick-shifting gearbox, too – a joy to row with a nice snick-snick action and a nicely-weight clutch with in-town friendly take up. This is the Supra you want, unless you don’t know how to drive a stick. In which case, learn.

Adding the third pedal might make the car a bit more engaging to drive, but it doesn’t really change much else. Supras, especially ones equipped with the six, are swift. The handling remains scalpel-sharp, and the ride remains sports-car stiff but tolerable enough for most commuting duty. The steering is a mix of artificial lightness and appropriate weight.

The flaws remain, too. There’s still wind buffeting at speed with the windows down, and the roofline is still a head-knocker. Entry and exit are awkward. Oh, and it’s noisy at highway speeds. That, and there is one negative about adding a manual: Sometimes your elbow bumps drinks that are in the cupholder when you shift. Plan accordingly to avoid spills.

And the interior remains unapologetically BMW, for better or worse. I am not particularly bothered by this blatant badge engineering, although Toyota’s newest infotainment system is easier to use than iDrive. Then again, iDrive is better than Toyota’s previous offering.

One thing that’s appealing about the Supra – and its nearest rival, the Nissan Z – is that while it’s not exactly cheap, it’s not crazy expensive, either. That said, this particular test unit came close to the $60K mark and based at over $55K.

My test car came with options like a driver-assist package (cruise control, blind-spot monitoring, rear cross-traffic alert, parking sensors), a premium paint job, carpeted floor mats, and carbon-fiber mirror caps.

My feelings about the Supra remain consistent no matter which version I test. The car is quick with either engine, though it’s obviously more of a brute with the more powerful inline-six. It has razor-sharp handling that befits its mission, the usual tradeoffs inherent in a car of this nature, and an interior that doesn’t match its brand. It’s a bit less refined than the Z – I’d prefer the Nissan for daily driving – but it’s a hoot to drive and is built to attack the track.

Adding the manual just makes the experience that much more fun. All “save the manuals” jokes aside, I don’t really believe every vehicle needs a manual – no flagship luxury sedan does, for example – but I think sports cars, with a few exceptions, need to let the driver row his or her own. Maybe automatics are now as fast or faster around a track, and maybe the fuel savings are negligible (in this case, the manual actually guzzles more gas and has a slower 0-60 time than the auto). It doesn’t matter – the increased emotional engagement is almost always worth it.

That’s the case here. The 3.0-liter Supra is a fine car with an automatic gearbox. But it’s so much better as a stickshift.

[Images © 2023 Tim Healey/TTAC.com, Toyota]

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